Most of the reaction to the death of a rail worker who mistakenly stepped in front of two CSX locomotives last month has focused on whether the 19-year veteran should have seen the train coming. Rail unions say more attention should be put on the actions of a worker who was using a remote control to operate those locomotives but who could hardly see the front of them. The head of the Brotherhood of Railway Carmen union questions why locomotives don't have the some kind of automated warning system similar to the kind of backup warnings nearly every new car has. CSX doesn't plan to change its remote control operations because the railroad says the operator involved in this incident was following all the rules.
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“They can put a back-up sensor on a car. Why can’t they put something on a locomotive when you get, you know, get so close to them, they automatically ring the horn or something?” Grissom said.The Flying Scotsman locomotive collided with another train in Scotland. Several people were injuredTo Grissom, the answer to that question is simple: He thinks CSX and the other major freight railroads are too focused on preserving their profits to invest in technology to better protect workers.
CSX spokesman Bryan Tucker said the railroad isn’t planning any changes to its remote control operations after Anderson’s death because the worker at the controls of those locomotives was following all federal and CSX rules at the time. Guidelines the FRA first issued in 2005 for remote control trains call for the operator to either be stationed somewhere aboard the train or on the ground nearby, but they don’t dictate exactly where operators have to be. The rules don’t require two people to be involved to provide a second set of eyes on where a train is moving, so single-person operations have become common in and around railyards.
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